I'm with you, gridwalker. Gordon Kirby had an interesting piece on this car some time ago:gridwalker wrote:Personally, I hope they dominate.
Everyone had their doubts about the funny little rear engined cars that John Cooper entered into F1 alongside the traditional front engined cars, but look where that ended up ... people are always reluctant to adapt to a new form factor or engineering methodology (Carbon Fibre chassis were originally written off as fragile and dangerous) but sometimes these oddball technologies become an epoch-changing development.
I wish them all the best at Le Mans, but I doubt they'll live up to my hopes.
I think this could already be happening with standard wheel arrangements if they'd eliminate or lower the min weight regs, and loosen up some of the aerodynamic rules. The Delta wing layout, to me, seems to be more of an experiment in weight distribution & low aero drag.Tim.Wright wrote:...if they really manage to develop a formula which can lap at the same speeds as current lmp car with half the power then thats a pretty amazing feat.
Sure. I completely agree.RabMcH wrote:If you take a look at the past few Indy car races, many drivers are involved in collisions involving a cars front wing being picked up by the rear wheel, of the car in front, cause full course yellows and thus making the race more boring, these covers should reduce that chance and allow for a more competitive race.
I'm with you... if the rear weight + rear downforce + rear brake bias were beneficial why don't people make "rectangular" cars with the same bias'????!!!Jersey Tom wrote:The thing about majority of braking force coming from rear wheels being inherently stable is a load of BS.. as are many things in the DW design IMO.
Porsche? Corvair? Not quite as drastic, but close.machin wrote:I'm with you... if the rear weight + rear downforce + rear brake bias were beneficial why don't people make "rectangular" cars with the same bias'????!!!Jersey Tom wrote:The thing about majority of braking force coming from rear wheels being inherently stable is a load of BS.. as are many things in the DW design IMO.
What would be really annoying is if the AcO bias the rules to give this thing a helping hand... its not like they haven't done that in the past.... [cough] diesels [cough]....
The 911 GT3 road car reportedly has a weight bias of 38:62 (not that different from a typical mid-engined car)... Straight line acceleration and braking I can see the point -more weight over the rear wheels during acceleration and during braking forward weight transfer should get you nearer the 50:50 ideal... but cornering?Formula None wrote:Porsche? Corvair? Not quite as drastic, but close.
It would be nice if an LSD put more torque to the outside wheel, but my understanding is the torque is highest on the slower moving wheel (which is the inside wheel if you are not sliping).Jersey Tom wrote:Obviously there is a benefit to being able to bias driving force to the outside tire on corner exit as it will have the most grip available. However, this is what limited slip and variable lock differentials essentially already do...
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